Paint Jobs/Flying Aircraft
Pictures of (190 of a little over 400!) the flying Velocity fleet of aircraft. Check out the group for paint scheme ideas, or just find out who's plane you've seen. Moved to Paint Schemes
Local / Regional Fly-Ins
DRAWINGS BYJORGE BUJANDA:
Below are links to cleaner drawings specifically done for use in manuals. The images are in a Microsoft Word document and can be copied, pasted and re-sized as necessary. The drawings can be used by anyone, as long as the author’s name is kept visible with the image. By the way, remember the intended use of these drawings (above). They were done over actual photographs of N541SW and factory drawings. They are not exact drawings. If you require exact (CAD-quality) drawings, these are not the ones to use.
In Flight / Flying
I just returned on Friday from trip of about 2500 nm, including visits in Salt Lake City, North Dakota, and Boulder, CO. Plane worked great, engine ran fine – even at density altitude of 16,500 over the Rockies west of Denver. Typical cruise of 165 KTAS, and 9.5 ghp. (I like my 20B rotary). Had good weather all the way.
I learned that the standard Koch chart for runway requirement isn't a bit conservative for my airplane. Taking off from Boulder (4000 ft) with density altitude near 8000 ft and full fuel didn't leave much excess runway.
Crossing the divide around Rollins Pass. I peaked at about 13,800 MSL, but density altitude was 16,400. I was surprised to note that I was still climbing at 160 KTAS and 500 fpm and still had throttle to go. It occurred to me that the regs give O2 requirements based on indicated MSL, when density altitude must be more representative of O2 content. (Of course I wasn't above 12,500 more than a few minutes).
Rich has a ton of pictures on his excellent website, here are a few of my favorites.
I journeyed to Velocity to obtain my factory checkout. I trained with Nathan Rigaud who was thorough and extremely helpful. We flew in both the "Multicolor" Standard Velocity and the new XL FG trainer doing multiple maneuvers, simulated engine outs and lots to landings. It was an extremely useful experience and a LOT of fun! After I finished the dual required by the insurance company, I rode along on another flight and snapped some photos of the Sebastian area and Florida coast. The photos demonstrate nicely the visibility from the cabin of an XL.
The Voyage Home - JANUARY 21, 2002
The FAA fly off time was done - it was time for N724X to leave the nest! I resolved to move the plane from Melbourne to a temporary base at Iowa City Municipal (IOW) prior to moving to Albuquerque, New Mexico in the near future. I made one last trip to Orlando, this time only one way. The weekend was spent checking and rechecking everything I could think of and a few I didn't. An oil change revealed no significant metal in the oil filter which was a relief. Finally, everything was tightened, twisted and packed - it was time to go ...
The night before: final tinkering. Note that the nav light on right wing is inop. The cable had come uncoupled. Ouch! The wire was pulled back into the end of the strake and reconnected. An easy job if one is a double-jointed contortionist! A little manipulation with some tubing and long forceps pulled the wire back into position and allowed a more firm reconnect. I make a mental note never to do that again.
Into the clear! On into Georgia. The day was drawing to a close, however and without an AI, I didn't want to fly at night, even with clear weather. I set down at La Grange, GA, southwest of Atlanta, outside Bravo airspace. My first experience landing at a different airport. I taxiied up to an empty ramp and shut down. By the time I opened the door, there was a crowd of about 10 people appearing seemingly out of nowhere, ogling N724X! It was the strangest thing! Everyone was extremely friendly and many offered to help and gave tips as to where to stay. A quick inspection revealed that there was nothing I could do about the vacuum pump. I resolved to settle in for the night...
Check out the full story of Rich's "Oshkosh Miracle" on his website.
Rocking wings at FISK! The end of the journey. In spite of swarms of aircraft all converging on one point, it all seems to run smoothly. Bobbing along at 90 knots for any length of time this low to the ground in a Velocity feels almost alien but is necessary to blend into the traffic. The Fisk "control tower" is off camera to the left. You can see the legendary RIPON approach railroad tracks below. We were vectored toward RWY 9.
On final for OSH runway 9! FISK approach dropped us in front of a Lear jet being cleared for an instrument approach. Before I could key the mike, the jet pilot acknowledged the clearance and commented that there was a "slow moving little guy" in the way. Since I resembled that remark, I couldn't take too much offense. A quick 360 allowed the jet to pass and we landed gently on the white dot. Luckily, the nosegear held and the plane and I were saved the ignominy of an abrupt stop in front a very large aviation audience.
Here are some excellent pictures of the testing being done out west, courtesy of mojaveskies blog.
This is a catch all to reduce the "orphaned pages" issue with the Nav Menu on the lefthand side...
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